1. Connections to compatible adjacent land uses should be provided to the maximum extent feasible.
A. Common or shared service and delivery access to compatible land uses should be provided between adjacent parcels and/or buildings.
B. Projects should not become an isolated island in the surrounding community. Instead, to offer greater connectivity and reduce vehicle congestion between adjacent land uses, the following standards shall apply except where prohibited for overriding public safety or other traffic related considerations:
(1) The internal street system shall connect to the perimeter public street system to provide multiple direct connections to, and between local destinations.
(2) The internal street system shall connect to the perimeter public street system to provide community connections to knit separate developments together rather than forming barriers between them.
2. In order to maximize the efficiency of the street network, major traffic generators should be located so that their primary access is from a thoroughfare or commercial access street.
A. If a land use is proposed at a location or density that will have a significant effect (increase of 25 ADT) on current traffic patterns, a traffic impact study shall be required to ensure that the street network can accommodate the anticipated traffic demands and to define required street improvements.
B. The number of entrances should be minimized to the extent possible in order to reduce conflicting points and facilitate traffic flow. The specific location of primary vehicle entrances is dependent on the following factors:
(1) The location of existing or planned median breaks;
(2) Separation distances between the entrance and major intersections, minor intersections, and adjacent entrances;
(3) The need to provide shared access to adjacent parcels of land;
(4) The need to align with previously approved or constructed access points on the opposite side of the street;
(5) The minimum number of entrances needed to move traffic onto and off the site safely and efficiently; and
(6) The need to provide multiple direct connections to, and between, local destinations such as parks, schools, and shopping.
3. Specific design or geometries of development streets and access drives shall meet the intent of these design guidelines. (See § 22-511)
A. Configuration and design shall be appropriate given the size of the development and the capacity of the street.
B. Geometries shall be dependent on a variety of factors including traffic volume, speed, and distribution. The resulting design should provide an efficient ingress and egress to the development and the following design issues should be addressed in each case:
(1) The number of in-bound and out-bound lanes;
(2) Lane width;
(3) Throat length (i.e. the distance between the street and the first point at which cross traffic or left turns are permitted);
(4) Curb radii;
(5) The need or desirability of a raised median;
(6) The need for a deceleration lane; and
(7) Accommodation for pedestrian and non-motorized crossings.
4. A clear system of driveways / access drives / streets shall be established to carry the highest volumes of traffic within the site. (See § 22-511)
A. Internal driveways / access drives / streets shall contain no perpendicular parking spaces that directly access them.
B. Truck loading and circulation facilities shall be appropriately designed and provided for. To the greatest extent possible, these areas should be separate from customer parking and pedestrian areas.
C. As the size of the development and the volume of the trucks increase, internal circulation patterns should reflect an increased separation between non-truck and truck traffic.
(Ord. 614, 5/11/2015)